VOL. 3, NO.

4, OCTOBER - D ECEMBER 1976

Second Printing Aug ust 1982

A S ERV IC E PUBL•CATIOt>I OF LOCKHEfO ·GEO n Gr...\ COMPANY. A DIVIS ION O F LOCKHEED t\ IACAAFT CORPORATION

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Hercules Gets New APU

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 Vol. 3, No. 4, October - December 1976
CONTENTS
A SERVICE PUBLICATION OF
LOCKHEED-GEORGIA COMPANY 3 Herky’s New APU
A DIVISION OF
LOCKHEED AIRCRAFT CORPORATION 11 Torq-Set * Screws and Tools

Editor StarTips
Jay V. Roy
11 Starter Servicing
Associate Editors
Don H. Hungate 15 Safety Wire for Hercules
James A. Loftin MLG Torque Tube Yoke Assembly

Art Direction & Production

Anne G. Anderson

PRODUCT SUPPORT
DIRECTOR T.J. CLELAND

Hercules Gets New APU

CUSTOMER SERVICE DIVISION
MANAGER D.L. BRAUND
Cover: The Hercules “Front
Office ” emphasizes spaciousness, FIELD SERVICE & INVENTORY MGMT A.H. McCRUM
comfortable seating and convenient
CUSTOMER TRAINING A.R.LOVE
grouping of instruments and con-
trols. JETSTAR SUPPORT H.L. BURNETTE

SPARES STORES & SHIPPING J.K. PIERCE

CUSTOMER SUPPLY DIVISION

MANAGER M.M. HODNETT

Published by Lockheed-Georgia Company, a Division of

SUPPLY PROCUREMENT R.C. WEIHE
Lockheed Aircraft Corporation. Information contained in
this issue is considered by Lockheed-Georgia Company to
be accurate and authoritative; it should not be assumed, SUPPLY SYSTEMS & INVENTORY CONTROL C.K. ALLEN
however, that this material has received approval from any
governmental agency or military service unless it is SUPPLY SALES & CONTRACTS H.T. NISSLEY, JR.
specifically noted. This publication is for planning and
information purposes only, and it is not to be construed SUPPLY TECHNICAL SUPPORT J.L. THURMOND
as authority for making changes on aircraft or equipment,
or as superseding any established operational or
maintenance procedures or policies. The following marks
are registered and owned by Lockheed Aircraft
Corporation: “ “, “Lockheed”, “HercuIes”, and
“JetStar”. Written permission must be obtained from
Lockheed-Georgia Company before republishing any
material in this periodical. Address all communications to
Editor, Service News, Department 64-22, Zone 278,
Lockheed-Georgia Company, Marietta, Georgia 30063.
Copyright 1976 Lockheed Aircraft Corporation.

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Herky's
New
APU
The Hercules has proven to be a very versatile airplane. A
prime reason for this versatility is its capability to operate
into remote, unimproved areas without the need for
ground support equipment. Much of this capability is due
to an on-board GTC (Gas Turbine Compressor) which pro-
vides high pressure bleed air for pneumatic system pre-
flight checks and engine starting. The former GTC has
Figure 1
served well for many years, but in our continuing efforts
to improve the Hercules, the GTC is being replaced by a
more reliable APU (Auxiliary Power Unit) which is identi-
fied on C-130H aircraft as GTCP85-180L. and on the
L-100 series aircraft as GTCP85-185L. AiResearch, the
same manufacturer that provided the GTC for previous
Hercules, also supplies the new APU.
The former GTC system provides bleed air to power an
ATM (Air Turbine Motor) which in turn, drives an AC
generator. The new APU has a 40 KVA, AC generator
driven directly from the shaft of the gas turbine com-
pressor. The 40 KVA generator is interchangeable with
the engine driven generators of the Hercules. The func-
tions of the new APU are essentially the same as the
earlier AiResearch Model GTC 1 with some new
advantages. The new APU engine produces approximately
20% more bleed air at a higher pressure which gives better
starting of aircraft engines at high temperatures and alti-
tudes. Also, the MTUR (Mean Time to Unscheduled
Replacement) of system components is greatly increased.
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 1. BLEED AIR OUTLET 8. RELAYS
2. ENGINE EXHAUST 9. IGNITION UNIT
3. OUTPUT DRIVE PAD 10. COMBUSTOR
4. HOUR METER 11. TURBINE EXHAUST FLANGE
5. STARTER 12. 0 I L COOLER EXHAUST DUCT
VIEW L O O K I N G 6. UNIT CONTROL ELECTRICAL 13. OIL COOLER
FORWARD/INBOARD TACW GENERATOR
CONNECTION 14.
7. C O M P R E S S OR AIR INLET DUCT 15. GENERATOR COOLING AIR
WITH SCREEN 16. COOLlNG FAN AIR INLET

Figure 2 A U X I L I A R Y P O W E R U N I T C O M P O N E N T LOCATIONS

Although there are many similarities between the former and stopping the APU; and the other to energize circuits
GTC system and the new APU, there are also some im- to open or close the bleed air valve.
portant differences. Let’s take a brief look at the major
components and operation of this new APU. (Reference Electrical loads on the generator are controlled from the
Figure 2.) overhead electrical control panel, which includes a manual
control switch for the APU generator.
APU Control Panel
Three indicator lights are located on the APU control
The APU control panel is located in the flight station panel. They are:
4
overhead control panel. (Reference Figure 3 .) Tacho-
meter and temperature gages have been added for moni- DOOR OPEN - When illuminated, this light indicates a
toring the speed and temperature of the APU. Although response to the start circuit, and that the air intake
engine operation is automatic, you can decrease the load door is at least partially open.
or turn off the APU if the instruments indicate a problem
that could cause permanent damage. START - Illuminates after door opens and the auto-
matic start is initiated - Extinguishes when speed
Two toggle switches are located on the APU control exceeds 35% RPM.
panel : one to energize the circuits for starting, running,
ON SPEED - Illuminates when the APU is operating
above 95% RPM - Indicates that the APU is ready for
Figure 3 service to the pneumatic and electrical systems.
APU CONTROL PANEL ON THE OVERHEAD ANTI-ICING
CONTROL PANEL

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Airflow Through the APU
The air supply for the APU enters an opening just above
the unit in the forward left wheel well fairing. A single
door, hinged at the back edge, opens automatically to one
of two positions when the APU control switch is turned
to START. On the ground the door opens to 35’; in
flight it stops at 15’ to prevent scooping in too much air
from the slipstream, thereby causing a flameout. A screen
over the opening prevents entry of objects over 0.250” in
size.
The compressor is a two-stage centrifugal type. The first
stage has two opposing inlets for two similar impellers
positioned back-to-back. The second stage is a single
impeller handling less volume at higher pressure. The two
stages operate efficiently through a wide range of shaft
and bleed air loads.
SWITCH
COMPRESSOR AIR
ACTUATING
FROM OVERSPEED
LEVER
TEST SOLENOID VALVE
OIL
SEAL
INPUT
FLYWEIGHT
SUPPORT
CENTRIFUGAL SPEED SWITCH SCHEMATIC
The second-stage discharge air is directed into the turbine
plenum. Here some of the air is bled off through the
bleed air duct located on the turbine plenum to provide
air for the Hercules pneumatic systems. The combination
bleed air shutoff and load control valve is located in this
duct.
A relatively large diameter exhaust pipe leads forward in
the APU compartment, and then turns 180’ up and aft to
exit about seven feet above ground level. Near this exit a
section of the pipe is enlarged to form a ring shaped open-
ing for jet pump action which aids in ventilating and cool-
ing the APU compartment.
Centrifugal Speed Switch
The centrifugal speed switch is mounted on the left side
of the accessory housing, and contains mechanically
driven flyweights which operate three microswitches at
approximately 35%, 95% and 110% of the APU rotor
speed. Also, air pressure taken from the APU compressor
is introduced into the flyweight cavity to actuate the
110% switch for normal shutdown of the APU. The func-
tion of the centrifugal speed switch is to control the
sequence of operation of the electrical control system
components. (See Figure 4.)
Fuel System
Fuel for the APU is gravity fed from the aircraft’s No. 2
fuel tank. A motor-operated shutoff valve in the No.2
drybay prevents a standing pressure of fuel to the APU
when not needed, and shuts off fuel in an emergency. If
ELECTRICAL
CONNECTOR
Figure 4
circuits in the APU controls are deenergized, the fuel valve
closes and the APU shuts down.
Fuel Control
Operation of the fuel system is fully automatic. The fuel
control unit, with input from the pneumatic thermostat,
protects the turbine from overtemperature during starting
and during on-speed operation without a bleed load.
Under bleed load operation, the pneumatic thermostat
operation is automatically shifted to the bleed air shutoff
and load control valve.
During on-speed operation of the APU, the fuel flow is
varied so that the power developed by the turbine equals
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load requirements as determined by an on-speed gover-
nor. (Reference Figure 5.)
All of the fuel pump output passes through a high pres-
sure fuel filter. The filter element and O-ring seals should
be replaced at intervals prescribed in your maintenance
manual as there is no bypass. Therefore if the filter
should become clogged, it would restrict flow and could
result in abnormal APU operation.
Fuel Shutoff Valve
The solenoid-operated fuel shutoff valve is located at the
fuel control unit outlet. When the valve is deenergized, it
shuts off fuel to the nozzle atomizer in the combustor.
During APU starting, the valve opens at approximately
10% APU RPM, and is energized by the oil pressure se-
quencing switch.
If the APU loses oil pressure or if the APU overspeeds, the
valve circuit will be deenergized, closing the valve.
Bleed Air Shutoff and Load Control Valve
This double name for the APU bleed air valve is derived
from its versatility: (1) When the bleed air valve switch is
in the CLOSE position or the API-J RPM is below 95%, the
valve remains closed to prevent bleeding air from the com-
pressor during starting, warmup, and before shutdown.
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(2) When the switch is in the OPEN position, the valve
opens and modulates in response to exhaust gas temper-
atures (EGT) acting as a bleed load control valve. (See
Figure 6.)
Pneumatic Thermostat
The pneumatic thermostat is mounted in the exhaust pipe
flange and projects into the flow of the exhaust gases to
monitor the EGT.
Lubrication System
The APU lubricating system is a positive-pressure, dry-
sump-type system; and it provides lubrication of the APU
main bearings and accessory drive gears. The total volume
of the supply tank is 5.28 quarts, allowing for four quarts
of oil (MIL-L-23699 or MILL7808) plus expansion
space. The oil tank is mounted in the lower aft end of the
APU compartment.

Air Pressure Regulator

The air pressure regulator controls air pressure supplied to
the actuator of the bleed air shutoff and load control
valve. This enables the valve to control loading of the
APU engine relatively independent of the effect of am-
bient conditions on the compressor.
The oil pump assembly is mounted on the lower left side
of the accessory drive housing. System pressure is limited
by a pressure regulating valve which bypasses a portion of
the pump output. The pressure regulating valve is set to
maintain an operating pressure of 90 PSI+-10 with the
APU on speed (100% RPM).

Figure 6 PNEUMATIC LOAD CONTROL SYSTEM

PNEUMATIC THERMOSTAT
( EX C E S S TEMP O P E N S)

EXHAUST

CENTRIFUGAL
SWITCH
BLEED A I R V A L V E
SWITCH

ENERGIZED
THERMOSTAT
-
GASES

COMPRESSOR
DISCHARGE
-

L
AIR
EXHAUST
FLANGE
PIPE

SELECTOR
SOLENOID VALVE

ON SPEED
RELAY ACCELERATION
LIMITER VALVE

ENERGIZED SOLENOID
SOLENOID
\ 1 I

SWITCHER
VALVE

ELECTRICAL
CONNECTOR
VEN

METERING VALVE

ACTUATOR
DIAPHRAGM

CONNECTION TO
COMPRESSOR
DISCHARGE
DIAPHRAGM

BLEED DUCT
EXHAUST VALVE

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 LOW OIL PRESSURE
OIL COOLER
SWITCH 0 I L PRESSURE
(DOOR CONTROL) SEQUENCING S W I T C H
3

t
( SL E E V E)

BEARING

HIGH
PRESSURE COO LI NG
FILTER FAN-

FILTER
BYPASS
VALVE

REGULATING
VALVE

OIL PUMP NG
ASSY

SURE
URE
OIL
OIL VENT
Figure 7 LUBRICATING OI L SYSTEM

A micronic paper, oil filter element is located downstream
of the pressure pump. A filter bypass valve allows ade-
quate flow in case the filter element becomes clogged to
the point of restricting oil flow; and is set to open at
approximately 55 PSI differential pressure. (Reference
Figure 7.)
Oil Pressure Switches
Starting and Running the APU
Before starting the APU and during its run, make sure a
fire guard is at hand, and that all equipment and personnel
are clear of the area around the APU. Especially avoid the
exhaust outlet and the planes of rotation of the turbine
and compressor blades. Ensure that foreign objects will
not enter the air intake.

Two oil pressure switches are utilized in the operation and
control of the APU: the oil-pressure sequencing switch
and door-control oil-pressure switch.
The oil-pressure sequencing switch completes circuits to
the fuel solenoid shutoff valve, and to the ignition exciter
when the lubricating oil pressure reaches 2.5 to 3.5 PSIG.
This sequence prevents starting the engine without lubri-
cation; it also ensures motoring speed to produce ade-
quate airflow for combustion before fuel is introduced
and ignition is initiated. The oil-pressure sequencing
switch will automatically shut down the APU if loss of
lubrication oil pressure occurs.
Head the airplane into the wind if there is a likelihood
that exhaust gas will be blown into the air intake. The use
of ground support, external DC power, is preferable to a
battery start if the equipment is available. Set electrical
controls accordingly. Ensure that the lubricating oil level
is to the full mark; that there is a minimum of 2000
pounds of fuel in the No. 2 main tank; and drain the fuel
strainer sump.
Circuit breakers to be closed are: APU Control, APU
Start, Door Warning, and Touchdown Relay. The APU
BLEED AIR VALVE switch should be in the CLOSE
position and the APU generator switch turned off.

The air-intake-door actuator circuit includes the door con- On the preflight inspection, the air intake opening should
trol oil pressure switch. This switch completes the circuit be inspected for foreign material with the door open.
to automatically close the door when the oil pressure This can be accomplished by placing the APU control
decreases to approximately 20 PSI during APU shutdown. switch in the RUN position which allows the door to open

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fully without initiating an engine start. The DOOR OPEN
light illuminates. After completion of the inspection,
return the switch to the STOP position; the door closes
and the DOOR OPEN light extinguishes.
For routine APU starts, move the APU control switch to
the START position. The inlet door opens and the open
light illuminates. When the door reaches the 15’ position,
power is supplied to the starter. At 10% RPM, fuel flow
and ignition are initiated by the oil pressure switch. The
fuel ignites and the APU accelerates. The START light
illuminates while the starter is running; it should extin-
guish in less than 35 seconds, or when the APU reaches
35% RPM. The centrifugal speed switch controls this
sequence.
Do not exceed the starter duty cycle of one minute on
and four minutes off, and do not reengage the starter
while the turbine is rotating.
The ON SPEED light comes on at 95% RPM and stays on.
The APU is self sustaining at this point, and the tacho-
meter will indicate 100% RPM +/-2%.
When 100% RPM is reached, the on-speed governor con-
trols and limits turbine speed. If the governor fails, allow-
ing an overspeed to 110% the third centrifugal control
switch opens the circuit to the fuel solenoid shut-off
valve, shutting off the fuel.
Allow at least one minute running time after the ON
SPEED light illuminates before loading the APU.
Stopping the APU
Position the bleed air valve switch to CLOSE and the APU
generator switch to OFF. After allowing the EGT to
stabilize at approximately 320°C, position the APU con-
trol switch to STOP. The APU stops before the intake
door closes to prevent negative pressure buildup which
could collapse the intake ducts. The intake door starts to
close after oil pressure decreases to approximately 20 PSI,
which occurs at about 18% RPM. Lights on the APU
control panel extinguish after the door is closed.
APU Overspeed Protection
Should some abnormal conditions cause the APU to over-
speed 110% RPM, the APU is automatically shut down.
When the centrifugal switch moves to the more than 110%
RPM position, the following relays are deenergized:
Fuel Holding Relay (fuel is shut off)
On-speed relay (DC power removed from control cir-
cuit)
Door control relay (latch type: open - door closes)
APU fuel valve relay (fuel supply is shut off)
One functional difference exists between a normal shut-
down of the APU and an actual overspeed shutdown. If
an actual overspeed shutdown occurs, the APU air inlet
door remains open until the APU control switch is posi-
tioned to STOP. Normally, the door starts to close at
18% RPM during deceleration.
Normal Shutdown for the APU
Normal shutdown is accomplished through the same
sequence of events as provided for in the automatic shut-
down in case of overspeed (more than 110% RPM).
Therefore, the same circuits are utilized when the APU
control switch is placed in the STOP position.
Before placing the APU switch in the STOP position,
remove the pneumatic and electrical loads from the APU
and allow the engine to run free for two to three minutes.
This will allow normal heat dissipation and a return to a
cooler operating temperature.
Place the APU switch in the STOP position. The over-
speed test solenoid is energized and this introduces com-
pressor discharge air pressure into the centrifugal switch
assembly which actuates the 110% RPM switch to the
more than 110% RPM position. This action checks the
overspeed switch operation at each shut-down.
When in the STOP position, a switch is closed in series 9
with the low oil pressure (20 PSIG) switch which, in turn,
completes the circuit to close the APU air inlet door. The
door starts to close when oil pressure drops below 20
PSIG (approximately 18% RPM).
Fire Emergency Handle
A fire warning detector is located in the APU compart-
ment along with the emergency fire extinguishing system.
When the APU fire emergency handle is pulled, all DC
power is removed from the APU control circuit. At the
same time, a circuit is established to close the APU inlet
door the same way as during normal shutdown. The fuel
shutoff valve closes, immediately shutting off the fuel
supply to the APU.
APU Start in Flight
The APU is started in flight only in an emergency; such as,
all the main engine-driven generators dropping off the
line.
While the Hercules is in flight, the touchdown switch
circuit prevents the flow of current from the battery to
the essential bus. However, battery current is supplied to
the APU starter motor from the isolated bus when the
APU control switch is positioned to START. The APU
controls, starter motor, and door actuator are powered
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 from the isolated DC bus. The APU air intake door
warning light is powered by the main DC bus.
NOTE: Since this APU has not been demonstrated in
flight to the FAA or certified for in-flight operation, the
commercial flight manual restricts U.S. licensed commer-
cial operators to only ground operation of the APU.
Boor Operation
When the APU control switch is placed to RUN or
START, power is supplied to open the APU inlet door.
The door opens approximately 35’ on the ground and
15’ in flight. An oil pressure switch is used to auto-
matically close the door; when the oil pressure decreases
to approximately 20 PSI, an electrical circuit is completed
which energizes the actuator to close the door.
If the door fails open in either the flight (15’) or ground
(35’) position, and there is electrical continuity at the
10
actuator connector, the APU can be safely operated. If
the door fails in the closed position on the ground, it can
(in an emergency) be opened by removing the actuator
access panel; relocating the actuator to the emergency
location; and connecting the actuator dummy electrical
plug to allow APU starting.
APU AC Generator
The APU driven AC generator supplies 115/200 VAC, 400
Hz, 3-phase power to the aircraft essential AC bus. (Re-
ference Figure 8.) This capability provides for operation
of all electrical systems requiring DC power, and of those
AC systems that receive power from the essential AC bus.
The APU requires a source of 24 VDC for starting. Rou-
tinely, external power is used when available; but when
the Hercules operates independent of ground support
equipment, starting must depend on the aircraft battery.
The battery in turn is recharged by the APU or aircraft
generator.
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NOTE: It is very important that the battery be well
charged at all times and that battery condition be closely
monitored prior to and during aircraft operation at loca-
tions where ground support equipment may not be avail- STARTER SERVICING
able.
by J. H. Hunt, Service Representative
Auxiliary Hydraulic S ys tern
For servicing starters on the Hercules, a useful
Electric output from the APU can power the auxiliary
hydraulic system when other sources are not available. tool can be quickly assembled from a Spectrom-
The auxiliary hydraulic system operates from a 115/200 rocedure (SOAP) sample tube
VAC, 400 Hz motorpump on the ground or in flight. The n ordinary Plews-type oil can.
auxiliary pump can power the utility system for ground tubing is installed on the oiler spout
testing of components through a ground test interconnect y operating the oiler, the starter is easily
valve provided for this purpose On the ground the serviced without spilling a drop,
auxiliary hydraulic system electric motorpump output can
be switched into the utility hydraulic system by manually
positioning the ground test interconnect valve handle to
the ground test position.

Specifications
Operation, inspection and maintenance instructions are
available in the various technical manuals for commercial
and military operators. These manuals should be referred
to for complete specifications and instructions.

11

A recent request from the field brought to our attention
that in many cases there is very little information available
on Torq-Set* screws and their installation/removal tools.
As these fasteners are used in the JetStar, Galaxy, and - to
a limited extent - in the Hercules, we are providing the
following information. We hope it proves helpful.
Why Torq-Set*?
The distinctive cross recess of the Torq-Set* fastener was
developed for screws requiring very high installation
torque. The Torq-Set* recess is designed so that each
driving wall is on a radius of the screw. The fact that the
removal wall is not on a radius is compensated for to some
degree by its substantially increased area. These two
factors permit the use of a thicker screwdriver bit without
an increase in the overall size of the recess. The walls of
the recess are not tapered. Thus, the driver remains seated
*Torq-Set is a registered trade mark of Phillips international Co.,
Division of Phillips Screw Co.
in the screw head during application of high torque since
there is no camming surface tending to force the bit out
of the recess.
The basic design for Torq-Set* screws is given in
MS33781, Military Design Standard; “Recess-Torq-Set*,
Dimensions of Recess, Gage and Driver for”. This
document is for standardizing basic dimensions and does
not identify individual screws by part numbers. National
Aerospace Standard (NAS) drawings give complete details
on individual screws and assign part numbers.
A Word of Caution
Through observation if not experience mechanics in the
aerospace industry have discovered how difficult removing
a machine screw can be if someone has used the wrong
screwdriver in the screw head.
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Torq-Set* screws look deceivingly enough like other cross
recess types that someone not familiar with them might
be tempted to use just any cross-point screwdriver -
Don’t! In addition to using the correct type driver, do not
underestimate the importance of using the correct size
Torq-Set* bit for the size of Torq-Set* screw in use.
PHILLIPS REED AND PRINCE TORQ-SET*
Screws designed for high installation torque values will
almost certainly be damaged by a tool that doesn’t fit.
Think about the experience of drilling out a screw and the
subsequent problems if you are tempted to make do with
the wrong tool.
Here Are the Tools
Reports from some areas say that part numbers for the
desired tools are not readily available. The tables provided
here include part numbers for Torq-Set* tools necessary
for the most commonly used screw sizes.
In Figure 1, the numbers in the first column are the
standard screw sizes most commonly found in aircraft.
The second column tells you the hex size of the bit and
the size that the hex socket must be to accommodate the
bit.
The next four columns are driver bit part numbers. The
first of these are the dash numbers to the Lockheed
Standard Tool Series Number 291B-400. Next are listed
part numbers for three other suppliers. The U.S. Federal
Stock Numbers are in the last column.
NOTE: There are, no doubt, other suppliers. Data for
the ones we list happened to be readily available to us.
The first four digits in a Federal Stock Number (FSN) are
the classification number and,in most cases, this number is
the same for items that will fall into a specific
classification. Most of the Torq-Set* tools listed have the
number 5120 as the first (classification) number in the
FSN. However, a few of the bits have the number 5130.
The numbers following identify the sizes, not by a
predetermined pattern, but by arbitrary assignment.

PART NUMBERS FOR TORQ-SET* SCREW BITS

. .
NOTE : LOCKHEED VENDOR PART NUMBERS
ALL DlMENSlONS FEDERAL
GIVEN IN INCHES. SCREW HEX STANDARD TOOL FOR BITS
STOCK NUMBERS
SIZE SIZE 291 B-400 AMERICAN AIR INDUSTRIES
APEX FOR BITS
DASH NO. SCREW CO. CORP.

NO. 2 1/4 -001 A 170-2 EX1 70-2

NO. 3 A 1 Cl 70-2
-3 5130-798-0825
-0826
-002A -3 -3
NO. 4 -003A -4 -4 4 -0828
NO. 5 -004A -5 -6 -5 -0829
NO. 6 -005A -6 -6
NO. a 1/4 -006A -a -a -6
-8 5130-805-3793
-726-7873
NO. a 5/1 6 %A - -226-5604
NO. 10 1/4 -007A -10 -10 -10 -774-7130
No. 10 5/1 6 -1 OA - -226-6605
l/4 7/l 6 -008A -1/4 -1/4 -1/4 -6728671
1/4 5/1 6 -1/4A - -226-5607
1/4 1/4 -1 /4B 5120-226-6606
5/1 6 7/16 -O09A -5/1 6 -5/1 6 -5/1 6 5130-672-8679
5/1 6 5/1 6 -5/1 6A - -226-5609
5/1 6 1/4 - -5/1 68 5120-226-5608
3/8 7/1 6 -010A -3/8 -3/8 -3/8 -511-0210
3/8 5/1 6 - -3/8A - 5130-226-561 1
3/8 1/4 -3/8 8 5120-226-5610
7/16 7/1 6 -011A -7/1 6 -7/1 6 -7/1 6 -511-0212
1/2 5/8 -012A -1/2 -1/2 -1/2 -511-0208
9/1 6 5/8 -013A -9/1 6 -9/16 -9/1 6 -51 I-0207
5/8 5/8 -014A -5/8 -5/B -5/8 -624-7973

NO. 2 1/4 -105A 212-2 EX-212-2 Al C212-2 5120-082-8529

NO. 3 A -110A -3 -3 A l C212-3 -226-6562
NO. 4 -115A -4 -4 -4 -888-5829
NO. 5 -120A -5 -5 -5 -7 56-2209
NO. 6 -125A -6 -6 -6 -888-5827
NO. 8 -130A -8 -a -8 -5826
NO. 10 -135A -10 -10 -10 -5831
1/4 1/4 -140A -1/4 -1/4 -5830
NO. 8 5/1 6 -145A -8A %A A1C212A-8
NO. 10 -150A -10A -10A -10
1/4 -155A -1/4A -1/4A -1/4
5/1 6 -160A -5/l 6A -5/16A -5/1 6 5120-888-5828
3/8 5/1 6 -165A -3/8A -3/8A -515-2814

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Combination hand drivers with hex sockets to accom- standard adapters available separately. If you have been
modate interchangeable bits are listed in Figure 2. Torq- using other standard bits, you may already have suitable
Set* hand drivers are listed in Figure 3. Adapters for adapters.
standard square drive service tools and power tools are
shown in Figure 4. Complete packaged tool kit including all hand drivers, combination
hand drivers and bits, as specified under Federal Stock No. 5180-
602.9660
A tool kit for Torq-Set* screws is available under one Order by Apex Part Number . . . . TS-Kl
Apex part number (TS-Kl) or one Federal Stock Number Kit consists of:
(5180-602-9550) if you wish to avoid ordering the tools 6 hand drivers for screw sizes 2, 4,6, 8, 10, 1/4
1 combination hand driver and two 5/16” hex shank bits for
separately. The kit includes hand screw drivers and
screw sizes 5/1 6, 3/8
combinations. The bits included in the kit can be used 1 c o m b i n a t i o n h a n d d r i v e r a n d f i v e 1/4” hex shank bits for
with square drive service or power equipment using screw sizes 4. 6, 8. 10,1/4

13

Figure 3

APEX HAND DRIVERS FOR TORQ-SET” SCREWS

SUPERLOID HANDLE WOOD HANDLE

Screw Blade
Size Projection Overall Federal Part Overall Federal Part
Length Stock No. Number Length Stock No. Number

0 268P-o
1 1-1/4 3
-1

2 5120-033-9035 268P-2 268W-2

3 3-l /8 6-1/4 -3 -3
4 5120-714-7400 8-1/4
-4 -4
5 5120-034-3066 -5 -5

6 4 7-1/2 5120-675-0867 -6 268W-6

8 5120-674-9216 9-1/8
-8 -8

10 4 7-1 /2 5120-674-9215 268P-10 5120-829-6724 268W-10 ORD.

1/4 6 10-1/8 5120-7 1 Z-0400 12-1/8
268P-1/4 5120-066-4257 268W-1/4

5/16 5120-033-9033 268P-5/16 5120-829-6723 268W-5/16

3/8 8 1 2-5/8 14-3/8
-3/8 -3/8

NOTE: ALL DIMENSIONS GIVEN IN INCHES.

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 Figure 4 SERVICE DRIVE BIT HOLDERS
FOR POWER EQUIPMENT
NOTE. ALL DIMENSIONS GIVEN
IN INCHES.

STOCK NO.

5120-528-2891

5120-528-2892

5120-331-5502

ADAPTERS
I
l/4 l/4 I l-l /4 5120-735-4805 SC-l 08
l/4 7/l 6 1 -203-9618 -114
3/8 l/4 l-l /2 -062-3372 -308
3/8 7/l 6 l-l /4 -203-9619 -314
l/2 7/l 6 l-3/8 -565-9751 -514
l/2 5/8 l-l / 2 -203-9620 HE-3320

Caution should be exercised in the use of power TORQ-SET” SCREWS USED ON THE HERCULES
screwdrivers. The time saved by these tools can be more
TORQ-SET ,
than offset by the damage they can do if one gets out of SCREW
INSTALLATlON

control. Electric power tools are doubly hazardous NAS 1101 AIR CONDITIONING FLIGHT DECK
14 because of the possibility of sparks and shocks. Air NAS 1102 SCOOP, AIR CONDITIONING FLIGHT DECK
powered tools are safer but require experience and TRANSDUCER ELEVATOR, HORIZONTAL
caution to avoid damage to the screw recess. STABILIZER MOD

TRANSDUCER RUDDER, EMPENNAGE MOO

The following partial listing gives the NAS numbers for TRANSDUCER AILERON, OUTER WING MOD

the most commonly used Torq-Set* screws: FAIRING LH MLG WHEEL WELL

A N T E N N A , TACAN CENTER FUSELAGE KIT

NATIONAL AEROSPACE STANDARD (NAS) NUMBERS DUCT APU BLEED AIR

SUPPLY KIT
NATIONAL
TORQ-SET M A C H I N E S C R E W
A E R O S P A C E TAIL CONE TAIL CONE MOD
STANDARD
TYPE HEAD REMARKS
NUMBERS NAS 1621 RING SEGMENT FS245 UPPER FORWARD

NAS1lOl F L A T FILLISTER FULL THREAD CHINE ANGLE 60 I N C H F O R W A R D

FUSELAGE EXTENSION
NASl102 FLAT 100’ FULL THREAD
CHINE ANGLE 100 INCH FORWARD
FUSELAGE EXTENSION
NASl121 F L A T FILLISTER SHORT THREAD,
through C L OS E T OLERANCE
NAS1622 ANTENNA &SUPPORT HF A N T E N N A , FS798, EC-130G
NASI 128
NAS1631 SURGE BOX EXTERN A L FUEL TANK
NAS1151 FLAT 100' SHORT THREAD,
through C L OS E TOLERANCE NAS 1632 SUPPORT CONVERTER, LIQUID
NAS1158 OXYGEN

RETAINER CO2 BO T T L E , LIFE R A F T

NAS 1620 F LAT 1 O O ' SHORT THREAD
COMPARTMENT LINER
through
NASl628 NAS 1633 TUBE & VALVE Al R TURBINE MOTOR
HEATING KIT
NASl630
through FAN SHORT THREAD
NAS1634

NAS PART NUMBERS ARE FROM NATIONAL AEROSPACE STANDARD

This list gives you an idea of where you will find
DRAWINGS Torq-Set* screws on your Hercules, depending on its
configuration, and the modifications of the components
A more detailed description of these may be obtained listed. The original Hercules design did not include
from : Torq-Set * screws.
National Standards Association, Inc.
132 1 Fourteenth Street, N. W. We have tried to provide sufficient data to make your job
Washington, D. C. 320005 easier. We hope we have succeeded.
service
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 SAFETY WIRE FOR HERCULES MLG
TORQUE TUBE YOKE ASSEMBLY

Cotter pins and castellated nuts normally go together to

provide fasteners with a positive measure of safety. In
some approved locations, however, safety wire can be just
as effective as cotter pins and may even function better
under certain circumstances. Four locations in the
Hercules main landing gear (MLG) fit into this category.

The use of safety wire at these locations on the Hercules

has been approved by Lockheed engineers. The com-
ponent drawing now shows the safety wire in place of the
cotter pins. Hercules in production at this time have this
change incorporated. Operators in the field can make the
change at any convenient time. Only the flange assem-
blies at these specific locations (Illustrated in Figure 1) are
involved in this change.

Companion flanges join each MLG vertical torque-tube

yoke assembly to the splined socket that fits over the end
of the ball screw, one location for each MLG strut. The
flanges are held together by four bolts. A continuous
length of 0.041 (inches diameter) safety wire passes
through each nut and bolt in a circle around the flange
yoke (See Figure 1). The ends are twisted and bent back
against the yoke.
All Hercules airplanes have removable inspection plates in
the wheel well wall that allow access to each of these
assemblies in flight if it becomes necessary to lower the
gear with the MLG emergency extension wrench. (Emer-
gency extension of the landing gear is covered in your
Hercules Flight Manual.)
In each of these flange assemblies the one piece of safety
wire, used to safety the four nuts, eliminates the previous
requirement for four cotter pins and thereby, the extra
work involved in their installation - and in their removal
Figure I
when necessary. Time saved in removing the safety wire
instead of pins during a stuck landing gear emergency can
be very significant. One or two cuts in the wire allows the
lengths to be easily removed from the bolts.
Incidentally, the position of the bolts is head down after
installation on the airplane. This unusual position is for
conveniency in removal when necessary for inflight
emergencies.
Follow the instructions in your Hercules Maintenance
Manual for installing and torqueing these nuts and for the
safety requirements on all other landing gear assemblies.

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CUSTOME R SERVICE OIVISION
LOCKHEED-GEORGIA COMPANY
A OIVISt Qf'( 0 1' LOCKM EEO 4 t R CRAl' 'T COAPOR.ATION

T he new JetStar II issho\vn taking o ff fo r its first fl ight on August 18 , 1976. which \Vas
th e sraft o f a co1tlp rehensive flight test p l'o9r<1n1. Altho ugh the Je tSta r 11 retains t hose
system and design features pro ven through timo and service. it also in corpo ra tes nC\v
technological advances to 1>rovide a quiel.er, r11ore econon1ic.al and efficient airplane.

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